Charge supplying and mixing method and apparatus for internal combustion engines



Aug. 2, 1932. A MOORE 1,869,821

CHARGE SUPPLYING AND MIXING METHOD AND APPARATUS FOR INTERNAL COMBUST-ION ENGINES Filed May 3l, 1929 2 Sheets-Sheet 2 v ATTORNEY Patented `ug. 2,' 1932 imUNITED STATES yLasazl PATENT ori-ICE ARLINeToN' MOORE, 0F NEW YORK, N. Y.,

ASSIGNOR, BY MESNE ASSIGNMENTS, T0

MAXMOOR OORPORATION, OF NEW YORK, N. Y., A CORPORATION 0F DELAWARE CHARGE SUPPLYING AND MIXING METHOD AND APPARATUS FOR INTERNAL COM- BUSTION ENGINES Application V led May 31,

My invention relates to improvements in methods of and apparatus for supplying and mixing the components of charges for internal combustion engines, and has for its object more especially to blast the fuel into the air stream and to control the quantity of fuel for the charge so as to produce a homogeneous mixture satisfying the requirements for economy and power throughout the operating range of the engine.

Among other objects of the invention' are the following:

` To effect the continuous elevation of the fuel, without resorting to air passage constriction, by the complementary action of forces developed by operation of the engine and varying in inverse relation to each other with variations in throttle position, such as by intake suction and by aspiration by a stream of cylinder-gasessd-ischargednint/o the intake'iinductive relatio-n to the fuel discharge orifice. i

To increase the air flow to the cylinders by the action of a. gaseous stream discharged '25 into the intake, preferably by the'action of l the elevation and comminution of the fuel,

the gaseous stream employed for effecting said air flow in turn being utilized for assisting fuel flow, particularly lwhen the velocity 30 and'2 quantity of the air approach the maX- ima and substantially maximum fuel is required.

To vary the fuel flow directly with the air supply throughout the operating range of the engine by Varyin g the pressure reduction to which the fuel is subjected and suitably restricting the fuel passa-ge opening when the fuel requirements are low and opening up same as additional fuel is required.

To utilize variations in pressure reduction in the intake, supplementing or modifying the effect thereof mechanically in connection with throttle movement, for producing the variations in fuel passage area. Y

To effect the variation of the fuel passage area in inverse relation to the variations in pressure reduction in the intake at fractional loads or torques, and in direct relation thereto during wide open throttle operation.

To supply accelerating fuel upon opening 1929. Serial No. 367,206.

preferred form of apparatus by which the method can be carried out, and in said drawings: v

Figure 1 1s a side elevatlon of an engine equipped with apparatus in accordance with v my inventmn, same being partly in section on line 1-1, Fig. 2;

Fig. 2 is a partial plan of Fig. 1;

Fig. 3 is a vertical section partly diagrammatic, of an apparatus for replacing the usual carburetor and fuel lifting mechanism,

the parts being shown in position for idling;

Fig. 4 is a diagrammatic view showing in full lines the principal control parts in position for wide open throttle operation at low speed, and showing in dotted lines the position of the metering valves for operation at' high speed; and I Fig.- 5 is a section on the line 5-5 of Fig. 3l Air admitted by the manually operated throttle valve 10 passes through a passage 12 in an apparatus 14, which I designate a blast-charger, through the manifold riser 16,

the manifold 18, and past the inlet valves 20, open on the intake stroke, into the combustion chamber 22 of the engine. The air passage preferably contains'a venturi 24 having a throat 26. y

In the unobstructed region between the throttle and the intake valves I deliver a blast of gaseous fluid toward the engine cylinders through nozzle 30 havinng an outwardly flared mouth and directed in the ldirection of air flow. Nozzle 30 has the mouth thereof disposed within the throat 26 of ven turi 24 made of relatively Vlarge diameter so that it is effective principally during wideopen throttle operation at high speed. With such arrangement the gaseous blast augments the flow of air toward the cylinders.

The gaseous fluid for the blast preferably consists of gases from the engine cylinders,

which are available at pressure increasing with the increase of throttle opening and weight of charge and contain products of combustion such as carbon dioxide (CO2) and water (H2O) .together with" nitrogen, adapted to form anti-detonating constituents of the charge mixture permitting increase of compression ratio wit-hout detonation. The gases are permitted to pass adjustably-limited-motion ball check valves 32 in passages formed in the engine and, providing communication from the combustion chambers 22 of the engine cylinders to a common manifold or conduit 33. The average pressure in the manifold 33 serves to maintain each ball' check valve 32 closed until the pressure within the combustion chamber 22 exceeds the pressure in the manifold 33, whereby to utilize vprincipally the'gases at pressures substantially in excess of those of compression to the exclusion of the gases at lesser pressures. The gases are freed from carbon and oil particles, etc., by centrifuging in separator 34, into which they are tangentially disv charged through pipe 36 extending from the manifold 33 and from which they pass out through pipe 36 having its inlet at substantially the center of the separator. The separator 34 is provided with a cleanout plug 40.

The adjustment of the ball checks and size of output from nozzle 30 are preferably such as to provide blasting pressures in the pressure line up to about Z5 pounds per square inch, the permissible pressure increasing with the size of the intake manifold and valves which because of the thorough comminution of the fuel accomplished by blasting-ricatti not be designed for securing turbulence to put the fuel into admixture with the air, but can advantageously be made With the sweeping turns and of the generously large diameter adapted to reduce friction and furnish substantially maximum air supply to the cylinders. I preferably vary the ball check adjustment slightly for the several cylinders and thereby secure identical compression pressures in each.

I expose the fuel discharge end 42 of the fuel nozzle 44, communicating with a source 0f fuel supply, as the tank. 46, vented to the atmosphere at 48, in inductive relation to the cylinder gases, and also subject to the depression in venturi 24, as by locating fuel nozzle 44 within the mouth of the cylinder gas 4nozzle 30, which is so constructed that discharge of cylinder gases through the anlnular passage 49, within the nozzle 30 and surrounding the fuel nozzle 44 produces a depression-at the fuel discharge conduit end 42, thus'aspirating the fuel and blasting same in a comminuted state into the intake above the throttle. The fuel comminution is approximately uniform, since its two producing causes, blasting by cylinder gases and -discharge into partial vacuum are of substantially complementary magnitude through the range of engine operation.

I control or vary the fuel flow to satisfy the engine requirements by subjecting the fuel nozzle to suction from several sources so related as to complement, replace and reinforce one another throughout the full range of engine operation from idling to high speed p operation with the throttle wide open, comprising suction due to induction by cylinder gas blasting, to air flow as augmented by the cylinder gas blast, and to intake depression as reduced by the discharge of cylinder gases into the intake, and by regulating the extent of opening of the fuel passage so as to supply the fuel at the required rate. vI effect such variation in fuel passage area in response to variationin depression in the intake and vary such response from direct to inverse and vice versa in the different parts of the range of engine operation to suitably control the fuel passage area, and also supplement or modify such pneumatically operated control, by control effectedv mechanically in connection with throttle movement.

I obtain sufficient suction from the several sources thereof throughout the operating range of the engine to directly lift the fuel for the engine thro-ugh .any desired height up to several feet, eliminating separate fuel lifting devices, while permitting the level of Vthe fuel supply to vary quite considerably witho-ut interfering with the proper delivery of the fuel'.

To control the fuel passage area I provide tWo fuel modulating prins 50 and 52, arranged iseries in the fuel line. Taper pin50,.wl1ich is first to be passed by the fuel on its Way to the intake, is actuated in response to and directly with variations in fpressure reduction in the intake over a relatively narrow range, preferably from atmospheric pressure to about three inches of mercury depression. Pin 52 is actuated in response to and in in'- verse relation to variations in pressure reduction in the intake substantially throughout the entire range of intake pressure variation. Within the common part of the pressure range the metering is accomplished by the particular valve of the two that is positioned to produce the smaller opening.

The metering pin 50 is actuated in the downward or closing direction by the light spring 64, such movementl being limited by stop 53, and is actuated in the upward or opening direction by contraction of the bellows 66 exposed on 1ts exterior to the atmosphere and on its interior` to the-reduced pressure in the engine intake communicated tol the bellows'through pipe 68, which opens into the intake through holes 70 located at the throat 26 of the venturi 24 Where pressure reduction due to air flow is maximum, especially when the throttle is Wide open. The

tube 71 communicates with the interiorof the bellows 66 and acts as a stop to limit the casing are preferably located in practice at the rear of blast-charger 14, but are shown l in Fig. 3 lower downand at one side for the purpose of clearly illustrating the principle.) Pin 52is actuated upwardly towards closing position by contraction of bellows 78 exposed on its exterior to the atmosphere and communicatin on its interior with the intake through t e duct 80 at point 82 located preferably below thevventuri 24 where the effect of iow toward the engine cylinders upon the depression is negligible. The contraction ofthe bellows 78 acts on pin '52 to impart closing movement thereto through the movement-multiplying lever 83 pivotally supported at 84. The relatively heavy spring 86 acting through stop pin 92 tends to depress lever 83 and to move the pin 52 downwardly to open the fuel passage. By screwing up on t e nuts 87 the tension of spring 86 may be increased to enlarge the opening of pin 52 and so produce enrichment of the mixture-and vice versa. Excessive expansion of bellows 78 is prevented by the stop 85, andclosing movement lof pin 52 is adjustably limited by the bearing nuts 93 of sliding stop 92.

At and vjust beg/omi idling At the small throttle openings for idling and slightly beyond idling opera-tion the inductive effect on the fuel of the blast of' cylinder gases is slight, since the cylinder as pressure is low because the charge weight 1s low, but the intake depression, however, is maximum or substantially maximum, because of the limited extent of throttle opening and there is a very high suction on the fuel from this source, and since very little fuel is needed, the fuel passage must be restricted by moving pin 52 toward closing position against the compression tension of spring 86whichat this'stage exceeds the ull exerted through bellows 78. I thereore actuate pin 52 mechanically with the movement of the throttle through the throttle arm 56 and hanger bar 54, the stud 58 of lever 83 engaging the lower end 90 of the slot in the hanger bar 54 as indicated. in Fig. 3. With closing movement of the throttle, pin 52 is mechanicallyraised-by ba-r 54:, and, with opening movement of the throttle, pin 52 is moved down or opened byspring 86,` and thus pin 52 moves with the throttle in each direction and the fuel passage area is predetermined by and definitely restricted throttle movement so for each increment of as to permit passage of no more than the required fuel notwithstanding the intake depression is very high. The control at such times of the fuel passage area mechanically and directly with throttle movement, instead and perhaps stop, if the-normally very low intake pressure should rise excessively momentarily.

, 'l Fractional load o1- torgue'range In what I shall call the torque range of operation, that is beyond idling and below full load operation with open throttle, inA

which range engine torque up to the maximum obtamable is controlled by-manually opening the throttle, the intensi-ty of cylinder gas blast, inductive effect of cylinder gases on the fuel, and accelerating effect thereof on the air,vand quantity of air admitted past the throttle, all vary directly with the manually controlledthrottle opening. l -While the intake depression becomes less as thel opening of the throttle is increased, and also becomes less because of increasingly large quantities of cylinder gas being blasted at increased pressure into the intake, there is, nevertheless, throughout this range ample suction to lift and4 deliver the fuel to the intake, such suction being due to induction by the cylinder gas blast andto intake depression, which is dependent largely upon throttle position and is substantially complementary in magnitude tothe induction by cylinder gas blast and, to a lesser extent, due to air flowA (as augmented by the blast of cylinder gases).

During this range of operation, I utilize the variations in pressure reduction in the intake to control the fuel passage area as an inverse funet'on of the pressure reduction vthrough operation of pin'52 by bellows 78 supplying of extra fuel momentarily needed for producing engine acceleration upon manually increasing the throttle opening. Upon opening the throttle suddenlyto a 4somewhat wider position, as for example for accelerating an automobile from a relatively low speed, the immediate effect will be to abnormally reduce the intake depression temporarily and cause a lowering movement of pn 52 and an opening ofthe fuel'passage under vthe action of'sp'ring 86 which opening will be greater than for a slow opening up of the throttle and will be ample for supplying the fuel required to get good acceleration. As the engine picks up speed normal air-to-fuel gagement of vstud 58 with thelower end 90 of 4slot 60 of hanger bar 54 is preferably used to limit the opening movement of metering pin upon the opening of the throttle so that fuel will not be supplied in undue excess upon increasing the opening of the throttle for acceleration within the torque range of en' gine operat'on.l

Should the throttle opening for acceleration be so great as to carry slot part 90 too low to coact With stud 58 for limiting the opening of pin 52, apd the speed be so lowthat-tlie intake depression "s Within the low range for operating pin 50, thelatter Will move toward closing and prevent passage of excess fuel, the opening of pin 52 exceeding that of pin 5() under such conditions.

Should there be a leaning out of mixture upon the engine speeding up in response to load reduction at a given throttle position, a richer mixture can be obtained by increasing the tension on spring 86. However,

there is little ifany increase in intake depression that will cause leaning out of the mixture by part'al closing oif of the pin 52 upon -increases in speed at partially open throttle positions. This is because of the pressure increasing effect of the cylinder` gases discharged into the intake and because the connection is made to the bellows at a point Where pressure reducing' effect of air ioW is negligible.. Further, whatever fuel passage area reduction may be produced is substantially compensated by increase in inductive effect on the fuel orifice.

Fullilpoad range Vit-h the throttle fully opened pin 52 is held open by the upper end of slot in hanger bar 54 and the fuel passage area iscontrolled by pin 50. i

At Wide open'throttle the intake depression, Aif any, is very low. Atlow speed, full torque operation, the supercharging eifect of' the cylinder gas blast'can produce superat- VVmospheric pressures inl .the-intake. As the :speed increases at full load thereis an increase in cylinder gas induction and the quan` tity and velocity of air increases at a rapid rate with the increase in engine speed, and thus at full load with the fuelnozzle located Within the throat of venturi 24 ample suction is obtained for full fuel delivery, due principally to/air flow and to induction by the cylinder gas blast. e

= In this range of operationthe fuel supply must be increased with increase in englne speed, as for example, several times as much fuel is needed at 3000 revolutions 'per minute pressure at Venturi throat 24 for Varying the 'T fuel passage area directly therewith through movement of pin 50 and therefore directly with the engine speed and by combination of suctionand fuel passage area control supply the requisite fuel in suitable proportion to the air throughout the speed range au wide open throttle.

Temporary enrichment of the mixture is secured upon starting or running of the engine cold, by pulling, as from an automobile dash, on the rod 96 thereby moving the hanger bar 54 against the -spring 96.' In this way the stud 58 can fall to the bottom 10() of the extension 102 of slot 60, thereby increasing the opening of the fuel valve 52. Upon release of rod 96 and opening the throttle some- Whatuthe stud or pin 58 is automatically reengaged with the side Wall 104 of slot 60 by action of-spring/ 98, and the initial situation restored.

' This application is a continuation-in-part of my application Serial No. 339,365, tiled February 12, 1929.

I claim:

1. Method of supplying and mixing charges for internal combustion engines in which the fuel is blasted into the air stream in the direction of How thereof in the region of intake depression between the throttle and engine cylinders in a state of comminution by and with high pressure gases discharged in effective inductive relation to the mouth of the fuel passage and attaining a maximum -minimum value, and the fuel passage is varied in opening by and as a direct function of pressure reduction in the intake at Wide open throttle operation.

2. Method in accordance with claim 1 in which at part loads the fuel passage is varied in opening as a substantially inverse function of the pressure reduction in the intake.

3. The method of supplying and mixing the components of the charge material for an internal combustion engine, which consists in controlling the passage of air to the engine cylinders, subjecting the discharge end of the fuel line to the reduction in intake pressure beyond the point of air control and to the inductive action of a gas stream varying in kinetic energy directly With the variations in air supply resulting from the control thereof, modulating the resulting fuel flow substantially coextensively with the extent of air control in inverse relation to and by the variations in intake pressure reduction resulting from said air control, and upon variations in speed at Wide open throttle operation utilizing the variations in pressure reduction at the discharge end of the fuel line for varying thefuel -iiow by induction and for varying the fuel passage area directly with the variations thereof.

4. Method. of supplying and mixing charges for internal combustion engines in which fueldelivery is controlled by variation in fuel passage area in inverse relation to and by the variations in intake depression over the higher portion of the fractional load range, and directly with and by the variations in pressure reduction in the intake during full load operation, and directly with variations in air' supply and adjunctively with the control thereof while excluding thej'intake depression from causing variations vin fuel passage area at or near the idling portion of ,I the fractional load range.

5. Method of supplying and mixing 2o charges for internal combustion engines in which fuel delivery is controlled by variation in fuel passage area in inverse relation to and by the variations in intake depressions over fthe higher portion of the fractionalv load,A

range, and directly with and by the variations in pressure reduction in the intake during full load operation, and directly with variations in air supply and adjunctively with the control thereof while excluding the intake depression from causing variations in fuel passage area at or near the idling portion of the fractional load range, and in which a limit is imposed on fuel passage area variation in responseto intake depression changes over Asaid higher portion of the fractional load range.

6. Method of supplying and mixing charges for internal combustion engines in which fuel delivery is controlled by variation in fuel.

40 passage area in inverse relation to and by the variation in. pressure reduction in the intake over the fractional load portion of the range thereof and in direct relation to and by the variation in pressure reduction over the full load portion of the range thereof.

7. In an internal combustion engine, an intake, means for supplying fuel thereto, and means for controlling the fuel-flow to said intake in response to variationsvfin` pressure 5o reduction in the intake, said last named means controlling the fuel flow ininverse relation to the variations over the fractional load portion of the range thereof and directly therewith over .the full load portion of the range.

8. In an internal combustion engine, -an intake, nieans for supplying fuel thereto, means for controlling the fuel flow to said intake in response to variationsfinpressure reduction in the intake, said last named means controlling the fuel flow in inverse relation to said variations at one stage of engine operation, and directly therewith at another stage of engine operation, and means 05 creating a pressure reduction by air flow for ,venturi and controlling the .fuel

augmenting the effect of intake depression at full load operation in controlling the fuel flow directly with the variations thereof.

9. In an internal combustion. engine, means for supplying fuel thereto, means responsive to variations in pressure reduction in the inttake'at fractional load for varying the fuel iiow in inverse relation to said variations, means responsive to variations 1n pressure reduction in the intake at Wide open throttle .charge end thereof subject tov the air flow through said venturi, a plurality of p'rcssure responsive means for controlling the flow of fuelthrough said fuel supply means, one of said pressure responsive means communieating with said intake exteriorl of said ow in inverse relation to the variations in pressure reduction in the intake, and the other ,of said pressure responslve means communlcatlng with said intake in the throat of said venturi and controllingfthe fuel flow in direct relation to the variationsin pressure reduction in said venturi.

11. In an internal combustion engine, an

- intake, a venturi therein, means for supplying fuel having the discharge end thereof subject to the variations in air flow through said venturi, and a plurality of means responsive to variations in ressure reduction in the intake for controlling the fuel iow, one

of said means being actuated to control the fuel flow in inverse relation to the` variations during fractional load operation, andl the other of said means being adjusted to control the fuel iow in direct relation to the variations augmented by air iow through said venturi over the speed range at wide open throttle operation, and vrmeans for retaining said fractional load pressure y responsive means against operation at wide open throttle operation.

12. In an internal combustion'engine, an intake, an air controlling means therefor, means for supplyingl fuel thereto beyond said air controlling means, means for subjecting the discharge end of the fuel line to the inductive action of a gaseous blast varying in kinetic energy directly witli the air supply, and means for controlling the fuel flow to said intake in response to variations in pressure reduction in the intake, said last named means controlling the fuel iow in inverse relation to the variations at fractional load operation and directly therewith at full load operation. A

13. In I an internal combustion engine, means for supplying fuel thereto, means for controlling the fuel flow to said intake in response to variations in pressure reduction in the intake, said last named means controlling limiting the movement of said pressure re sponsive means, and means responsive to variations in pressure reduction in the intake for controlling the fuel flow in direct relation thereto at Wide open throttle operation.

l5. In an internal combustion engine, an intake, a throttle, means for supplying fuel tothe intake, means responsive to variations in pressure reduction in the intake for controlling tlie fuel flow at fractional load in inverse relation to said variations, means responsive to variation in pressure reduction in the intake for controlling the fuel flow at Wide open throttle operation in direct relation to said variations, and throttle operated means for positively controlling said first named pressure responsive means near the idling stage of operation and limiting the action thereof at the higher fractional loads and rendering said first named pressure responsive means inoperative during operation of the other at wide open throttle position.

16. In an internal combustion engine, an intake, a venturi therein traversed by the air steam,lfuel supplying means having a discharge end associated With said venturi, means; for discharging gases into said ven turi and air streampin inductive relation to said discharge end,/"and means responsive at full load operation'to the variations in pressure reduction Within said venturi for varying the extent of opening of the fuel passage directly with said variations.

17. In an internal combustion engine, an intake, a throttle, a venturi in the intake beyond the throttle and traversed by the air stream passing the same, a fuel line terminating in said venturi, and pressure responsive means in communication with the interior of said venturi for varying the fuel How by and directly With the variations in intake depression and depression due to air flow.

18, In an internal combustion engine, an intake, a venturi therein, a fuel line terminating in said venturi, and pressure responsive means in communication With said venturi for varying the fuel flow in direct rela- .in pressure reduction in the venturi.

20. In an internal combustion engine, an intake, a throttle therein,- a venturi in said intake beyond the throttle, a fuel line terminating in said venturi, pressure responsive means in communication with said intake eX- teriorly of said venturi for varying the fuel flow at fractional loads in direct relation to the statical pressure variations, and pressure responsive means in communication withY said venturi for varying the fuel flow at Wide open throttle voperationin direct relation to the variations in pressure reduction in the venturi. I 1

21. The method of supplying and mixing components of the charge material for an internal combustion engine Which consists in varying the passage of fuel at full load operation in direct relation to and bythe vari' ations inthe combined kinetic and statical pressure reductions in the intake to supplement the suction effects thereof on fuel flow.

22. The method of supplying and mixing the components of the charge material for an internal combustion engine which consists in subjecting the discharge end of the fuel line to pressure reduction due to air flow and in take depression, and varying the passage of fuel at fractional loads by and in inverse relation to the variations in intake depression to the exclusion of the effects of air flow, and at full load operation in direct relation to and by the combined pressure reduction effects.

23. In an internal combustion engine, an intake, air controlling means therein, means for Aintroducing fuel into the intake at the engine side of the air controlling means, and pressure responsive means for varying the fuel passage area substantially throughout the range of operation of the engine, said last named meansl being operable at full load operation to vary the fuel passage area directly with the variations in pressure. reduction in the intake to supplement the action thereof in causing fuel flow.

24. In an internal combustion engine, an intake, air controlling means therein, a venturi in the intake at the engine side of the air controlling means, means terminating in said venturi for introducing fuel into the intake, and pressure responsive means for varying the fuel passage area substantially throughout the range of operation of the engine, said last named means being operable atifull load operation to vary the fuel passage area directly with the variations in pressure reduction in the venturi to supplementf'the action thereof in causingfuel flow.

25. In an internal combustion engine, an intake, air controlling means therein, a venturi in the intake at theengine side of the air controlling means, means terminating in said venturi for introducing fuel into the intake, meansA for introducing a gaseous medium into atomizing relation to the discharge end vof the fuel introducing means, and pressure responsive means for varying the fuel passage area substantially throughout the range of operation of the engine, said last named means being operable at full load operation to vary the fuel passage area directly ,Withthe variation in pressure reduction in the venturi to supplement the action thereof in causing fuel iiow.

26. In an internal combustion engine, an intake, air controlling means therein, means for introducing fuel into the intake at the vengine side of the air controlling means, and

pressure responsive means for varying the fuel passage area in inverse relation to variations in intake depression at fractional loads and in direct relation thereto at full load operation.

27. In an internal combustion engine, an intake, a throttle therein, a fuel nozzle extending into the intake at the engine side of the throttle, means responsive to variations in pressure reduction inthe intake at the engine side of the throttle for varying the fuel passage area at fractional loads in inverse relation'to the variations, and means responsive to variations -in pressure reduction in the intake at the engine side of the throttle for varying the fuel psage area at Wide open.

throttle in direct relation to the variations.

28. In an internal combustion engine, an intake, a throttle therein, a fuel noz'zle extending into the intake at the engine side o f the throttle, meansresponsive to .variations in pressure reduction in the intake at the en- V gine side of the throttle for varying the fuel 'passage area at fractional loads in inverse relation to the variations, and means responsive to variations in pressure reduction' in the intake at the engine side o f the throttle for varying the fuel passage Iarea at wide open throttle in direct relation to the variations, and means operated bv the throttle for limit- Y ing the movement of the first named pressure responsive means during fractional load operation and restraining the same against movement at idling and full load operation.

29. The method of supplying and mixing the components of 'the charge mixture for an internal combustion engine which consists in subjecting-the discharge'end of the fuel line to intake pressure reduction, and additionally controlling the fuel flow by varying the same in' opposition to the effects of the variations subjecting the discharge end of the fuel line to the conjoint and supplementary inductive effects of the air stream and a stream of gases discharged into said air stream and intake depression atJ full load operation, and controllinflr the fuel passage area to vary the fuel flow directlyr with the variations thereof induced by said inductive effects. 31. The method of supplying and mixing the components of the charge material for an internal combustion engine which consists in subjecting the discharge end of the fuel line to the inductive effects of the air stream and of a stream of gases discharged into the air stream, and controlling the fuel passage area at wide open throttle position directly with and'by Athe yariation in statlcal and dynamic or kinetic pressure reductions in the intake for supplementing the inductive effects thereof on fuel flow.

32. Method of supplying and mixing charges for internal combustion engines which comprises controlling the passage of air to the engine cylinders, subjecting the discharge end of the fuel line to pressure reduction in the intake beyond the point of air control and to the inductive action of a gaseous stream varying in kinetic energy directly with the al r supply, and causing thereby a flow of fuel and the discharge thereof into the air stream continuously throughout the operating range of the engine, and modulating the fuel flow by varying the same in opposition to the effects of the variations in pressure reduction on fuel flow at fractional loads and in direction to supplement the effects thereof upon fuel flow as the speed varies at full load. E ,n

33. The method of supplying and mixing `the components of the charge material for mi l and causing thereby a iow of fuel and the Y discharge thereof in 'a finely divided state -into the air stream continuousy throughout the l operating range of the engine directly from a fuel supply tank located at a mate; rially lower level, and modulating 'the' fuel flow by varying the samein opposition to the effects of the variations in intake depression on fuel flow at fractional loads, and in direction to supplement the effects thereof on fuel flow at full load. l c

34. The methodof supplying and mixing the charge components for an internal com bustion engine which consists in controlling the passage of air to the engine cylinders, subjecting the discharge cnd of the fuel line to the pressure reduction in the intake beyond the .point of air control and' to the inductive action of a gas strean'r for causing a flow of fuel and the discharge thereof into for fractional load operation by, and inw versely to variation in intake depression, and metering the full load fuel directly with'variation inthe pressure depression produced by intake iow.

36.' The methqd of supplying and mixing components of the charge mixture for an internal combustion engine, which consists in controlling the passage of air to the en- 0'ine cylinders, controlling the delivery of fuel substantially in inverse relation to and by variations in reduction inpressure in the intake substantially coextensively with the extent of air control, and substantially in direct relation to and by variations in reduction in pressure in the intake upon changes in speed atfull load.

37. Method of feeding fuel to `an internal combustion engine whichA comprises metering the fuel during part load operation as substantially an inverse function of intake depression, and during full load operation metering the fuel as substantially a direct function of said intake depression.

38. The method of supplying and mixing the components of the charge material for an internal combustion engine Which consists in controlling the extent of opening of the fuel line into the air stream in inverse relation to and by the variations in pressure reduction at the discharge end thereof at part loads and in direct relation'to and by the variations in said pressure reduction throughout the speed range at substantially full load, and rendering the intake pressure variations inoperative to cause inversey variation of the load. e

39. The method of supplying and mixing the components of the charge material for an internal combustion engine Which consists fuel line opening at full y in controlling the passage of air to the engine cylinders, controlling fuel passage area in inverse relation to and by the variatlons 1n llo the components of the charge material for an internal combustion engine Which consists in controlhng the passage of air to the engine cylinders, modulating thel fueliflow in inverse relation to and by the variations in intake pressure reduction beyond the point'of air control substantially coextensively With the extent of air control, and in direct relation to and by variations in pressure reduction resulting from variations in speed at substantially full load While restraining said intake pressure reduction throughout the speed range at full load from causing modulation of fuel flow in inverse relation to the variations in intakefpressure reduction.

41. The method of supplying and mixing the components of 'the charge material for an internal combustion engine which consists in subjecting the discharge end of the fuel line to the inductive effects of a stream of gases under a pressure varying directly With the speed and to the inductive effects of the air stream,and controlling the fuel flow supplemental-y tothe control thereof by said inductive effects in direct relation to and by the variations in pressure reduction resulting from changes in speed at full load.

' 42. The method 0f supplying and mixing the charge components for an internal combustion engine which consists in controlling the passage of air to the engine cylinders, subjecting the discharge end of the fuel line to the pressure reduction in the intake beyond the point of air control and to the inductive action of a'gas stream for causing a flow of fuel and the ldischar e thereof into the air `steam in a linely divided state continuously throughout the operating range of the engine, modulating said fuel flow in inverse relation to and by the variations in said intake pressure reduction to vary the fuel supply directly With the air supply coextensively With the extent of air control and With the extent of i variation of the intake pressure reduction occurring as a result thereof, and utilizing variations in pressure reduction resulting from changes in speed at'full load for controlling the fuel flow directly therewith supplementary to the control of fuel flow inductively by the variations in pressure reduction about the discharge end of the fuel line.

43. The method of supplying and mixing the components of the charge material for an internal combustion engine which consists in controlling the passage of air to the engine cylinders, maintaining reduction in pressure comprising the intake pressure reduction about the discharge end of the fuel line in the engine intake beyond the point of air control throughout the operating range of the engine for causing a continuous fiow of fuel under atmospheric pressure from a lower level and its discharge into the air stream, counteracting the effect of the variations in intake pressure reduction at the discharge end of the fuel line on fuel flow by controlling the exi tent of opening of the fuel line by and in inverse relation to the variations in intake pressure reduction, whereby to vary the fuel supply directly with the air supply coextensively with the control of the air supply and with the extent of variation of the intake pressure reduction occurring vas a result thereof, and varying the extent of opening of the fuel line directly with and by variations in pressure reduction resulting from variations in speed at full load.

44. The method of supplying and mixing the components of the charge material for an internal combustion engine, which consists in controlling the passage of air to the engine cylinders, subjecting the discharge end of the fuel line to the intake depression beyond the point of air control and also to localized depression increasing with the decrease in intake depresson upon increase of air supply by control of the passage thereof and attaining a maximum of the order of several inches of mercury when the intake depression is substantially the minimum, causing thereby a flow of fuel under substantially atmospheric pressure continuously throughout the operating range of the engine directly from the fuel supply tank located at a mater ally f lower level, and modulating the fuel flow coextensively with the extent of air control and with the extent of variation of the intake pressure reduction occurring as a result thereof in inverse relation to and by the latter, and utilizing variations in pressure reduction resulting vfrom changes in speed atv full load for controlling the fuel flow directly therewith supplementary to the control of fuel fioW inductively by the variations in pressure reduction about the discharge end l of the fuel line.

' 45. The method of supplying and-mixing the components of the charge material for an internal combustion engine which consists in subjecting the discharge end of the fuel line to the inductive action ofl a gaseous stream under a pressure varying at full load directly with the engine speed and producing a correspondinglyvarying depression at said discharge end of the order` of several inches of mercury at times when the intake depression is relatively low, causing thereby a iiow of fuel under substantially atmospheric pressure directly from the fuel supply tank located at materially lower level, utilizing the variations in said depression to augment the Variations in intake depression in causing the fuel flow to vary directly with the speed at full load, and augmenting the fuel flow upon speed varations at full load by utilizing variations in pressure reduction resulting from speed variations to vary the extent of opening of the fuel line directly with said lvariations in pressure reduction.

46. The method of supplying and mixing the components of the charge material for an internal combustion engine which consists in controlling the passage of air to the engine cylinders, subjecting the discharge end of the fuel. lin-e to the reduction in pressure in the intake beyond the point of air-control and to the inductive action of a stream of cylinder gases discharged into the air stream, and thereby causing a flow of fuel and the discharge thereof into the air stream in a highly comminuted state, modulating the fuel flow coextensively with the extent of air control in inverse. relation to and by the variations in the reduction in intake pressure occurring as a result thereof, and utilizing variations in pressure reduction resulting from changes in speed at full load for controlling the fuel flow directly therewith supplementary to the control of fuel flow inductively by the variations in pressure reduction about the discharge end of the fuel line.

47. The method ofsupplying and mixing the components of. the charge material for an internal combustion engine which consists in controlling the passage of air to the engine cylinders, subjecting the discharge end of the fuel line to the reduction in intake pressure beyond the point of air control and to the inductive action of a gas stream varying in kinetic energy directly With the variations in air supply resulting both from the control of the passage thereof and from speed variations occurring independently of the air control, modulating the resulting fuel flow substantially coextensively with the extent of air control in inverse relation to and by the variations in intake pressure reduction resulting from said air control, and upon variations in speed at full load utilizing both the variations in intake ressure reduction and the variation in kineic energy of said gas stream for directly varying the fuel flow by the inductive effects thereof While control- ,ling the fuel fioiv supplementary to the control of the flow inductively in direct relation to 4and by variations in pressure reduction resulting from the variations in speed.

In testimony whereof I have signed my name hereto.

ARLINGTON MOORE. 

